Tank-car and metallic-car construction.



PATENTED DEC. 15, 1903.

.0, VANDERBILT. TANK CAR AND METALLIC GAR CONSTRUCTION.

APPLICATION FILED AUG. 4, 1902.

4 SHEETS-SHEET 1.

N0 MODEL.

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A 7TOHNEY 3 THE Nonms PETERS co, vHoTo-Lrmu. WASHINGTON, n. c.

No. 747,279, PATBNTED DEC. 15, 1903. 0. VANDE-RBILT. TANK CAR AND METALLIG GAR CONSTRUCTION.

APPLIOATION FILED AUG. 4, 1902. no MODEL. .4 SHEETS-SHEBT'BI WI TN E SSE 8:

PATENTED DEG.15,1 90 3. 0. VANDERBILT.

TANK CAR AND METALLIC GAR CONSTRUCTION.

v APPLICATION FILED AUG. 4, 1902.

R0 MODEL.

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. IIV VE N TOR @rvaeliuafinder ATTORNEY 3 PATENTED DEC. 15, 1903.

0. VANDBRBILT. TANK CAR AND METALLIC GAR CONSTRUCTION.

APPLICATION FILED AUG. 4, 1902.

no MODEL.

4' SHEETS-SHEET 4.

INVENTOH. I @rleelelua Tamra-0 B) F i f L ATTORNEY ma'rou. o. c.

m: NDRRI Ps'rsas co, mum-umu, WASH UNITED STATES Patented December 15, 1903.

PATENT OFFICE.

CORNELIUS VANDERBILT, OF NEW YORK, N. Y.

TANK-CAR AND METALLIC-CAR CONSTRUCTION.

SPECIFICATION forming part of Letters Patent No. 7 17,279, dated December 15, 1903.

Application filed August 4, 1902. SerialNo. 118318. tNo model.)

Myinvention has for its object to generally improve the construction of cars of this class,

and specifically to economize in weight and.

volume of metal employed, to reduce the number of parts, to increase the carrying ca pacity and general strength of the structure, and incidentally make it possible, to a considerable extent, to employ com mercial forms of iron, thereby materially affecting the cost of production.

My invention relates generally to improvements in and about the plan of construction illustrated in my application filed February 7, 1902, Serial No. 93,021.

My invention resides in the novel construction and combination of parts hereinafter described and further pointed out in the claims.

In the drawings forming part of this specification, Figure 1 is a side elevation of a tank ,car embodying my improvements.

Fig. 2 is an enlarged longitudinal sectional elevation of one end of the frame and a portion of the tank. Fig. 3 is a transverse sectional elevaw ,tion substantially on the line a b, Fig. 2. Fig.

4 is a plan view of the car-framing. Fig. 5 is a slightly-enlarged side elevation and section approximately on the line 0 d, Fig. 4, showing the body-bolster and sills. Fig. 6 is a plan view of Fig. 5. Fig. 7 is aside elevation and section approximately on the line cf, Fig. 4, showing the intermediate bolster or crossing. Fig. 8 is a plan view of Fig. 7. Fig. 9 is a section on the line mm, Fig. 5, looking in the direction of the arrow. Fig. 10 isa like view on the line y y, Fig. 5,1ooking in the direction of the arrow. Fig. 11 is a section on the line z .2, Fig. 7, looking in the direction of the arrow. Fig. 12 is an end elevation of Fig. 7, showing the sills in side elevation. Fig. 13 is a perspective view of the body-bolster, sills, and wear-strips; and Fig. 14 is a like view of the intermediate bolster or crossing and associated parts.

Similar reference characters indicate corresponding parts throughout the several views.

With reference to the drawings, 1 indicates the tank, of usual or desired construction. The frame for supporting the tank consists, so far as the same relates to my present invention, in outer longitudinal sills 2, preferably formed of channel-iron, with their flanges 3 4 extending outwardly and their compression-webs 5 inclined at an angle, or, in other words,divergingoutwardly from preferably the longitudinal axis of the'tank. Between the onter sills are the inner longitudinal sills 6, preferably of channel-iron, their flanges 7 8 being horizontally disposed and outwardly presented, so as to form a recess between the flanges, the inner faces of which are disposed opposite each other, their compression-webs 9 being disposed u pright and closely adjacent the longitudinal center of the frame. These inner sills are preferably deeper than the outer sills and are located at a lower plane than the outer sills for a purpose hereinafter specified. The sills are tied together transversely and supported in their several elevations by body-bolsters and intermediate bolsters or crossings.

I have also in part illustrated herein a certain construction of end sills,which embraces corner-irons, &c. as illustrated in my beforementioned application. This construction supplies a desirable formof connection for the ends of the respective sills, as well as to support the end platform and draw-bar; but I do not claim the same herein. Moreover, any other or desired form of end connection may be employed.

The body-bolsters 10 (of which there are two) are made in three parts or sections and comprise the central rectangular casting 11, the edges of which are formed into fianges 11 12 13, and extending from the center of the flanges is an upright compression-web 14, below which and formed integrally with the flange 13 is the usual center-bearing 15, having a king-bolt aperture 16, the upright side flanges 12 being abutted against the upright webs 9 ofthe inner sills. The bolsters also include the wings 17, set in line transversely of the frame with the center casting 11. There are two to each bolster, and each wing comprises a casting having an upright compression -web 18, horizontal and upright flanges 19 21 22. The inner ends of the wings (the flanges 20, 21, andwebs 18) are reduced in height to form a projection 51, which is received between the horizontal flanges 7 8 of the inner sills, the flanges 20 being abutted against the webs 9 of the inner sills. The lower flanges 22 are horizontal and are substantially in the same plane as the flange 13 of the casting 11. The flanges 21 are upwardly and outwardly inclined, and the end flanges 19 are inclined on the same plane as the side sills 2.

The upright flanges 20 of the wings, the webs 9 of the inner sills, and the flanges 12 of the central casting 11 are riveted together. At the upper and outer corners of the wings, which are higher in elevation than the inner ends, the flanges 19 are inset to form recesses or seats 23 to receive the webs 5 of the outer sills, the lower corner 24 forming an abutment or seat for the lower angle of the sill. The inset portion of the web 19 of the wings abut directly against the inclined webs 5 of the outer sills, and rivets secure these parts together.

The foregoing forms a sufficient body-bolster for the support of the framing and superposed tank on an appropriate form or type of truck and efficiently ties the sills together at this point.

Bybuilding the bolster up in sections instead of casting it in one piece considerable saving in cost of production, assemblage, and repair is achieved.

- To further stiffen the frame and support the tank, I employ crossings or intermediate bolsters, which are located between the bodybolsters and which are substantially of the same character as the body-bolsters, but differing therefrominthe details of construction. They constitute, however, three main elements. I prefer to emply two crossings; but more may be employed, if desired. Between the inner sills 6 the crossings comprise apiece of channel beam or iron 25, having the upright webs 26 and flanges 27. The irons are secured to the upright webs by the corner angle-irons 28 29, 28 of which have their transverse flanges set within the channel of the channel-irons.

Extending outwardly from each side of the inner sills-are the crossing-wings 30, which extend outwardly and upwardly and have three flanges 31 32 33 and an upright compression-web 34. The inner upright flanges are abutted directly against the web 9 of the inner sills and together with the corner angle-irons 28 29 are riveted together, the u pper inclined flange 32 having a horizontal section 35 to permit the inner end of the wing to be inserted between the flanges of the inner sills, the outer end flange 33 being inclined on the same plane as the outer sills and abutted directly against the inclined Webs 5 of the said sills. Both flanges and webs are riveted together.

By means of the foregoing construction both the body-bolsters and crossings provide supports for the tank at varying heights, the central supports being lower than the outer.

Instead of supporting the tank 1 directly on and securing it to the bolsters, crossings, or sills I'interpose between the frame and the tank a series of supports or wear-strips 36 37 and which extend substantially from end to end of the frame and which are preferably coextensive in length with the tank courses 1. These wear-strips comprise long strips of wood, the upper surfaces of which are preferably conformed to the curve of the tank. It is not essential that those strips be continuous throughout their length, as they may be made in section and intermitted in the direction of their length. The inner set of strips 36 are seated directly upon the upper flanges 7 of the inner sills (Sand are bolted thereto by the inset bolts 38, while the outer strips 37 are supported upon and secured in the same way to the flanges 3 of the outer sills 2, but at a greater elevation than the inner strips. The nuts 39 on the end of these bolts are below the flanges within the recesses formed thereby, out of the way, and easy of access.

In this manner the tank is suitably seated on the frame free from strain on its fixture, and the strips can be readily removed for repair.

Straps 40 and suitable turnbuckles are employed for securing the tank upon the wearstrips, and end bufiers or abutmentblocks 42, Fig. 2, supportthe end headers 1". At the body-bolsters the turnbuckles are secured to arms 43, in turn secured to the lower flanges 4 of the outer sills, a pivot-pin 44 being preferably employed in making connection between the turnbuckle and the sill, and the same form of connection is employed at the intermediate bolsters or crossings, except that the arms 43 are dispensed with and straps 45 substituted, which extend underneath the wings 30, the sills, and up to the other side. (See the before-mentioned application.)

The end cross-sill and platform construction is illustrated and described in the beforementioned application, in which an end sillplate 46, Fig. 2, is secured to the ends of the sills, a platform-plate 47 is secured to the sillplate by the horizontal angle-iron 48, the ends of the plate 47 resting on and being secured to corner irons or castings 49, which latter are in turn secured to the outer sills. The abutment-blocks or buffers 42 rest against a bracket-casting 50, secured to the flanges 7 of the inner sills 6. Any other suitable form of end or cross sill and platform construction may be employed, and the tank may be pro- 1. In a tank-car, the combination with a frame comprising inner and outer paired longitudinal sills, cradles forming sectional bolsters or cross members comprising a section interposed between the inner sills, sections extending between the inner and outer sills, thelatter having bearing-surfaces at a greater height than the former section, and a tank seated in said cradle.

2. In a tank-car, the combination with a frame comprising the inner paired sills, the outer convergent and paired sills disposed above the plane of the inner sills, bolsters or crossings comprising bearing-castin gs extending between the inner sills, wings extending from the inner sills in linewith the said casting and having upwardly-extending ends secured to the outer sills, and a tank seated on said frame.

3. In a tank-car, the combination with the inner and outer longitudinal sills, of thelongitudinal wear-strips secured on said sills, and a tank supported on said strips.

4. The combination in a tank-car, of the inner longitudinal sills, the outer longitudinal sills, longitudinal wear-strips secured on said sills, a tank supported on said wearstrips, and means for detachably securing the tank on said wear-strips.

5. In a tank-car, the combination with a frame comprising the inner and outer longitudinal sills, tying members consisting of body-bolsters and intermediate crossings, longitudinal wear-strips secured on said sills, a tank supported on said wear-strips, and straps encircling the tank and having their lower ends secured to the frame adjacent the outer sills.

6. In a tank-car, the combination with the inner parallel longitudinal sills, the outer parallel longitudinal sills, longitudinal wearstrips secured on the inner sills, longitudinal Wear-strips secured on the outer sills above the plane of theinner strips, a tank supported on said strips, cross tying members uniting said sills and means for tying the tank down upon the strips.

7. In a tank-car, the combination with a frame comprising the inner longitudinal sills, the outer and inwardly and upwardlyinclined longitudinal sills, the latter having bearingsurfaces disposed above the inner sills, longitudinal wear-strips secured on said sills, the outer being of greater height than the inner, a tank on said wear-strips, cross tying members uniting said sills, and means for tying the tankdown on said strips.

8. The combination in a tank-car, a frame comprising inner longitudinal sills and outer inwardly and upwardly inclined sills having a lower outwardly-projecting flange, longitudinal wear-strips secured on said sills, atank resting on said strips, cross tying members uniting said sills and tie-straps encircling the tank, and having their ends secured to said flange.

9. In a tank-car, the combination with the inner longitudinal sills having horizontal upper flanges, longitudinal outer sills having upwardly-inclined flanges, cross tying members securing the sills together, longitudinal wearing-strips secured to the said horizontal sill-flanges, a tank supported on said wearstrips, and bands tying the tank on said wearstrips.

10. In a tank-car, the combination with a frame consisting of theinnerlongitudinal and perpendicular channel-beams, the outer and inwardly and upwardly inclined longitudinal channel-beams, the former beams having horizontal flanges, the latter beams having outwardly and upwardly inclined flanges, bolsters each comprising a bearing-casting extending between and secured to the inner beams, and outwardly and upwardly extending wings secured respectively to the outer and inner beams, longitudinal wear-strips secured on said respective flanges, a tank on said wear-strips, and straps tying the tank down on said strips.

11. In a tank-car, the combination with a frame comprising inner longitudinal sills, bolsters comprising the inner bearing-cast ingsinterposed between said sills and secured thereto, outwardly and upwardly extending wings secured at their inner ends to said inner sills in line with the -bearing-casting, recesses formed in the outerand upper edges of said wings, and inwardly and upwardly inclined outer sills secured in said recesses, longitudinal wear-strips secured on said sills, a tank on said strips, and straps tying the tank to said frame.

12. In a tank-car, the combination with a frame comprising the innerlongitudinalsills, bolsters comprising the inner bearing-castings interposed between said sills and secured thereto, outwardly and upwardly extending wings secured at their inner ends to said inner sills in line with the bearing-casting, recesses formed in the outer and upper edges of said wings, and inwardly and upwardly inclined outer sills secured in said recess, longitudinal wear-strips secured on said sills, a tank on said strips, straps tying the tank to said frame, and intermediate crossings comprising beams extending between and secured to the longitudinal sills and wings extending from the inner sills to the outer sills, and secured respectively to said sills in line with the said beams.

13. In a car-frame, the combination with the inner longitudinal sills comprising perpendicularly-disposed channel-beams having their flanges horizontally disposed and. extending outwardly, a casting having side and bottom flanges interposed between the perpendicular webs of said beams, a center hearing formed at the lower flange of said casting, wings extending outwardly from said in- IIO ner sills and having flanged projections extending into the recess between said sillflanges, the outer ends of said wings being expanded perpendicularly and having outer flanges upwardly and inwardly inclined, and outer sills comprising the upwardly and inwardly inclined channel-beams having outwardly-extending inclined flanges, the said outer sills being secured at the upper corner of said wings, the intermediate casting and said wings being secured by their respective flanges to the perpendicular and inclined webs of the respective sills. I

14. In a car-frame, the combination with the inner longitudinal sills comprising the parallel and perpendicularly-disposed channel-beams having their upper and lower longitudinal flanges outwardly and horizontally disposed, crossings comprising a channelbeam interposed between and secured to the perpendicular webs of the said sills and upwardly and outwardly extending wings having inner perpendicular flanges and inwardly and upwardly inclined outer flanges, the inner flanges being secured to the inner sillwebs between the sill-flanges in line with the intermediate channel-beams, and outer sillscomprising channel-beams having their perpendicular webs secured to the inclined outer flanges of said wings.

15. Acar-frame comprising in combination the inner channel-beam sills, the outer and convergent sills disposed above the plane of the inner sills, the casting 11 interposed between the inner sills, and wings having inner contracted ends. abutted against the inner sills and outer and upwardly extending and inclined ends receiving the outer sills.

16. A car-frame comprising in combination the inner paired sills and outer paired and convergent sills disposed above the plane of the inner sills, the casting 11 between the inner sills, and the wings 10 having the web 18, outwardly-inclined flanges 21, the flanges secured to the inner sill, and convergent flanges 19 secured to the outer sills.

1 7. A car-frame comprising in combination the inner paired sills and outer paired and convergent sills disposed above the plane of the inner sills, the crossing between the inner sills, and the crossing-wings having the upwardly-inclined web 34, .outwardlyinclined top flange 32, flanges 31 secured to the inner sills, and convergent outer flanges 33 secured to the outer sills.

18. In a car-frame, the-combination with the sill-beams having top flanges, wear-strips on said flanges adapted to support and fit a cylindrical tank, and means for securing said strips to said sills.

19. As an article of manufacture, a bolsterwing with a vertical web, an inwardly and upwardly disposed flange secured thereto, and a recess in said flange adapted to receive an upwardly and inwardly disposed sill.

20. A bolster-wing comprising a vertical web, with converging edges, and flanges secured to said web at its edges, one of said flanges being recessed to form a seat for a sill.

21. In a car-frame,inner and longitudinallydisposed sills, outer sills parallel thereto and upwardly and inwardly inclined, body-bolsters with outwardly and upwardly extending wings uniting said sills, and crossings intermediate of said bolsters.

22. Inacar-frame,innerandlongitudinallydisposed sills, outer sills parallel thereto and upwardly and inwardly inclined, bolsters connecting said sills, and crossings with outwardly and upwardly extending portions uniting said outer and inner sills.

23. In a car-frame, outer and inner-longitudinal sills, bolsters and crossings uniting said sills, the outer sills being secured to the ends of the bolsters and crossings and straps uniting said inner and outer sills.

24. In a car-frame, outer and inner longitudinal sills, bolsters and crossings uniting said sills, the outer sills being secured to the ends of the bolsters and crossings, and straps uniting said inner and outer sills and passing below the same, and adapted to receive the ends of straps which pass over the tank.

Signed in the city, county, and State of New York this 31st day of July, 1902.

CORNELIUS VANDERBILT.

Witnesses:

EDWIN C. FARLow, LOUIS A. SHEPARD. 

